Gearing.



o. R. SCHILLING.

GBARING.

APPLICATION FILED IANA. 1912.

1,067, 144. Patented AJuly 8, '1913.

2 SHEETS-SHEET 1.

Ha @l f' @@WM C. R. SUHILLING.

GEARING.

APPLICATION IILBD .TAN-4. 1912.

,067144 Patented July 8, 1913.

2 SHEETS-SHEET 2.

1 Y mezzi@ @agg Giannino.

Specification of Letters Patent.

Patented July;r s, 1791s.

Application ala January 4, ma. #serian 1ro. cessez.

To ZZ whom 'it lmay concern:

lle it known that I, CHARLES R. "SCHIL- LING, a citizen ofthe United States, residing in the 'city of St. Louis and State of Missouri, have invented new and useful Improvements in Gearing, of which the following is a specification. 4

This invention relates to means for preventing back lash and other independent movement ingears whereby t cause the gears to run silently and to decrease the wear thereof.

'lhe invention may be stated to consist broadly of frictionally-engaging members movable with the shafts carrying 'the gears, the pressure of the frictional cont-act being such as not to interfere with the free movement of the gears about their axes, but sufficient to prevent independent movement of the gears relative to each other under conditions of change of load, or the like. The friction members may be directly attached to and carried by the gears themselves, which, for the sake of compactness of construction, I deem the more desirable arrangement in most cases; or they may be mounted independently of the gears 'on the shafts thereof. lIn the use of either form of my invention the gears are caused to run true at all times, and independent movement of the gears relative to each other, including back lash, is prevented. It follows that the wear of the teeth is greatly reduced, the life of the gears prolonged, and the gears caused to run in a substantially noiseless manner. y

While I anticipate that the widest application of my invention'will be found in connection with automobile gearing, the invention is not limited to any special applicavtion but may be employed in any relation where gears are used.

In the drawings illustrating the invention Figure 1 is a view partly in side elevation and partly in section showing my invention applied to a train of gears, such as may be used in connection with the operation of the valvesof a combustion engine; Fig. 2 is a view in front elevation of the same, part of the construction being shown in dotted lines to better illustrate the operation; Fig.

'3 is a plan view, partly in elevation and partly in section, showing the construction employed when but two inter-meshing gears are employed; Fig. 4 isa plan View illustrating a modification, wherein the clamping members are `shtrwn mounted independently o f the gears; and Fig. 5 is a lhorizontal sectional View illustrating the application of the invention "to bevel gears. A

Referring now to the drawings, 5 indicates a frame rneinher in which is mounted a :shaft '6 havingsecured von the end thereof a 'gear 7 which, in the present-instance, the 'driving gear. Mounted in the frame "5 is a stub shaft 8 on lwhich is rotatably mounted 'a sleeve 9. Thesaid sleeve 9 is provided at one end 'with a screw-threaded portion 10`and at-its other end with an yannular @ange 1-1, 'from the periphery 01:' which projects an annular shoulder 12, 'the inner face of which is preferably 'removed some distance from the inner face of the annular fila-nge 111. The 'annular ang'e 11 has 'secured therein at four 'or -inore points around its inner face a series'o'f'dowel pins 13. Mounted on the sleeve '9 is a gear 111 which is apertured at four 'or more points to receive the dowel pins 13, and 'the inner face of which gear fits more or less snugly against 'the face ofthe annular projection 11. e

The numeral 15 indicates a Hat ring'which is provided withan 'annular shoulder 16 and which is likewise 'apertured at four or more points to receive the ends of the dowel pins 13 which project beyond the outer face of the gear 14,-. Loos'ely mounted on the screwthreaded portion 10 of the sleeve 9 is a spring washer 17 which bears against'the ring 15 and isbraced thereagains't-through the medium of a nut 18I having screwth'reade'd engagement with the 'portion 10 of the sleeve 9 and being provided with peripheral apertures 19 so that it may-be turned by the use of a 'Spanner wrench. Rotatably mounted in the frame 5 is a shaft 20 'on which is mounted a cam 21 for o y erating a valve stem 22 controlled by a coi ed spring 23. Fixe'dly secured 'on the end of the shaft 20 is a gear24 which is in mesh with the gear 14, which, in turn, is in mesh with the gear 7. Secured 'on opposite sides of the gear 7 are circular plates 25 which are adapted to be engaged by and between the annular shoulders 12 and 16 of the annular flange 11 and ring 15. Secured also on opposite sides of the gear 24 are circular plates 26 which are likewise adapted to be engaged by and between the' said shoulders 12 and 16. The plates 25 and 26,'as shown in the drawthese plates is out of engagement with the bottom of the recess formed by the shoulders 12 and 16 in the respective members 11' and 15.

The parte being assembled in the manner shown 1n Fig. 1, it 'will be obvious that by turning home the nut 18 against the s ring washer 17 theannular shoulder 16 will be forced .into frictional eng ment with the outer circular plates an 26 and the annular shoulder 12 will be corres ondingly thrown into greater or less frictional con# tact with the inner plates 25 and26. As the gear 7 is driven, turning the idler ar 14 and the gear-24, the annular shoul ers 12 and 16 will frictionall engage the sides of the wear plates 25 an 26, and not only hold these gears to movement in a xed plane but prevent all movement of the gears other than the movement about their axes. As an illustration, it will be apparent that as the workin vend of the cam 21 approaches the end of th1s valve stem 22 vthe resistance of the spring 23 will tend to retard the movement of the gear` 24 and, as it were, forces it backward increasin the frictional contact on one side of its teet and the teeth of the gear 14 and other gears in mesh there* with or with which the 'gear 24 may be in mesh. -As soonas the working end of the cam 21 has passed beyond the end of the valve -stem 22 the pressure of the spring acting on the opposite side of said cam then tends to advance the gear" wheel 24, so to speak, and to increase the frictional contact between the other side of -its teeth and those of the gear wheel 14, and with other gears that may be in train therewith. In fact, any change of load produces, or tends to produce, what is known as back lash, which movement, as is well-known, causes rapid Wearing away of the teeth of the gears, so that the life of such gears is materially shortened and their frequent renewal ren? dered necessary, particularly in the case of the gears of an automobile engine. Now it will be seen that by clamping the 4gears between two rotary friction members, lback or forward movement of the gears, beyond or in addition to their regular'movement, will be resisted by the frictional contact of the members stated with the gears, or the wear plates thereof, and thus not only re` duce the noise of running but likewise reduce the wear' on the teeth.

In Fig. 3 I have'shown the manner of employing iny invention when only two gears are running in mesh. A shaft 27 has keyed thereon a gear Wheel 28 and a shaftA 29 has mounted thereon, either loosely or xedly, a gear 30. The said gear 30 is provided on opposite sides, as in the previous perceptible.

construction, with wear plates 31. vSecured on the shaft 27 isa sleeve 32 having an annular flange 33 which may be substantially of the diameter of the gear 2 8. Said flange is provided on its inner side at a point somewhat removed from its edge with an annular rib 34 which is adapted to bear against the side of the gear wheel 28 at a point 'below the base of its teeth. The annular flange 33 is lprovided with a series of dowel plus 35 projecting from its inner face, and the gear wheel 28 is Provided with a corresponding number o apertures to receive these dowel pins which extend through and beyond the said gear. The numeral 36indicates a friction ring which is loosely mounted on the shaft 27 and is apertured i to receive the ends of the dowel pins 35.

The ring 36 is provided on its inner sideexert regulated pressure against the fric-` tion ring 36 by means of a nut 39 which has screw-threadedl engagement with a screwthreaded part 40 of the shaft. The provision of lthe ribs 34 and 37 provides annular shoulders 41 and 42 which are adapted to engage the outer sides of the respective wear plates 31. In the present case the contact between the shoulders 41 and 42 an'd the two plates 31 is caused by the annular shoulder 42 bearing against the wear plate on one side of the gear and forcing the wear plate on the other 'side against the shoulder 41, the ordina-ry play or yield of the gear permitting this movement which is so infinitesimal as not to destroy the alinement of the gears, or in any manner to interfere with their proper working. The engagement of the shoulder 42 with the wear plate 31 will lift the annular rib 37 out of engagement with the side of the gear at one side'thereof and force it into engagement therewith at the opposite side, as shown by the drawing in an exaggerated manner. As a matter of fact, the distortion of the paths is scarcely The arrangement of Fig. 3 operates in the same manner as that shown in Fig. 1v to prevent movement of the gears relative to each other, and thereby diminish the noise and the wear of the gears.

In Fig. 5 is-shown the application of the invention to bevel gears.v 43 indicates a shaft on which is keyed a bevel gear 44. Keyed on the shaft is also a hub 45 from which projects an annular portion 46 which lies against the outer face of the gear 44 and is secured thereto as shown at 47. The annular portionl 46 Vis provided with an annular flange member 48 which extends parallel to the outer ends of the teeth of the gear and is located at a distance therefrom, being slightly convexed on opposite sides near its outer edge, as shown at 49. This ,annular projection provides a space 50 between it and the outer ends of the teeth` of /the gear. 51 indicates a second shaft having keyed thereon a bevel gear 52 meshing with the gear 44 having also keyed thereon a saucer-shaped plate 53, the outer edge portion of which--gxtends parallel to the outer ends of the teeth of the gear` 52, but at a distance therefrom, providing a space 54. The numeral indicates a second saucershaped plate which is keyed on the shaft 51 and is longitudinally movable thereon under the pressure of a sprin '56 controlled by a nut 57. The op-posing aces of the plates 53l and 5 5 are slightly convexed near the periphery -of the plates, as indicated at 58,'

these convex portionsbeing adapted to engage the convex portions 49 of the annular member 48. When assembledthe annular fiange member 48 passes into the space between the two saucer-shaped plates 54 and 55, and by adjusting the nut 57 the degree of frictional contact may be regulated, the respective plates turning in contact with each other, and the engagement holding the gears steady and preventing relative movement thereof, as in the constructions previously described.

While I have described-the wear plates as being applied to the gears, it will be obvious that the gears could be constructed with such off-set portions as an integral part of their construction, and I wish it understood that such obvious modication would be within the scope of, and is intended to be embraced by, the following claims.

In the constructions above described the clamping members -have been directly associated with the gears. In Fig. 4 I -illustrate a modification in which the clamping members are mounted independently of the gears, on the shafts thereof. In this construction the numerals 59, 60 andl 61 indicate a train of intermeshing gears, and the numerals 62, 63 and 64 their respective shafts. On the shaft 63 of the intermediate gear I mount two clamping rings 65 and 66, and on each of the shafts 62, 64 I mount a friction disk 67 and 68, the sides ofwhich are frictionally embraced near their periphery by the clamping rings 65 and 66. A spring washer 69 and a jam-nut 70 engaging a screw-threaded portion 71 of the shaft 63 are employed in the same manner as shown in Fig. l to cause the rings 65 and 66 to clamp the friction disks 67 and 68 with greater or less pressure. The clamping rings 65 and 66' are preferably keyed on the shaft 63 to turn therewith, or, as Will be understood, the clamping ring 66 may be ixedly secured to the shaft and the clamping ring 65 be keyed thereon. Such variations, however, are within the skill of the mechanic, and it is not considered necessary to illustrate them, the essential being that the clamping rings and the friction. disks shall be sosecured to their shafts that ir operation they will rotate as a part thereof.

I claim: I 1. The rovement in gearin comprising, in comblnation with a plura ity of i'ntermeshing gears, a rotatable member traveling with one of said gears, rotatable frictlon means traveling with an adjacent "gear 'and frictionally engaging the said rotatable member, and means for regulating the pressure of such engagement without disturbing the relative position .of the gears.

\ 2. The improvement in gearing comprislng, in combination with a plurality of intermeshing gears,a rotatable member travcling' with one of said gears, and rotatable frictlon means traveling with an adjacent `gear and frictionally and elastically 'engaging the said rotatable member. i 3. The' improvement in gearing comprislng, in combination with a plurality of intermeshing gears, a rotatable member traveling with one of said gears and rotatable clamping means traveling with an adjacent gear and embracing and frictionally and elastically engaging. the said rotatable mem- 4. The improvement in gearing comprising, in combination with a plurality of intermeshing gears, means carried by one of said gears for frictionally and elastically engaging an adjacent gear. v

5. The improvement in gearing comprising, in combination with a plurality of intermeshing gears, vmeans carried by one of said gears for embracing andfrictionally and elastica'lly. engaging an adjacent gear.

6. The improvement in gearing comprising, in combination with a plurality of intermeshing gears, means carried by one of said gears for frictionally engaging an adjacent gear, and means for regulating the pressure of such engagement.

7. The improvement` in gearing comprising, in combination with a plurality of intermeshing gears, rotatable means carried by one of'said gears for frictionally and elastically engaging an adjacent gear.

8. rEhe improvement in gearing comprising, in combination with a plurality of intermeshing gears, means carried by and rotatable with one of said gears for frictionally and elastically engaging an adjacent gear. Y

9. The improvement in gearing com rising, in combination with a plurality o intermeshing gears, adjustable means carried by and rotatable with one of said gears for embracing and frictionally engaging an adjacent gear, and means for regulating the pressure of such engagement. y

10. The improvement ingearing comprising, in combination with a plurality of intermeshing gears, adjustable means carried by and rotatable 4with one of said gears, and

V adapted to embrace and frictionally engage an adjacent gear, and means for regulating the pressure of such engagement.

11. The improvement in gearing, com rising, in combination with a plurality o vinterm'eshing gears, a pair of circular clamping plates carried by and rotatable with one ofsaid gears, and traveling in frictional relation withan adjacent gear.A

12. The improvement in gearin comprising, in combination with a plura ity of intermeshing gears, circular wear plates mounted on opposite sides of one of the gears, a pair of circular clampin plates carried by an adj-acentgear, and em racing and frictionally engaging the outer side edge ortion of said wear plates, and means lfor Yregulating the pressure of such engagement.

13. The improvement in gearin comprising,- in combination with a plura ity of intermeshing gears, a pair of circular clampin plates carried by one of said gears, an

adjacent gear havin circular off-set por-I tions on opposite si es adapted to be -embraced and frictionally engaged by said clamping plates at their lateral edge portions, and means for regulating the pressure of such en gement.

14. The improvement in gearing comprising, in combination with a plurality of intermeshing gears, circular wearV lates provided on opposite sides of a num r of said gears, a shaft, a screw-threaded sleeve rotatably mounted thereon, and having an an-- nular fiange provided witha circular shoul- 15. The improvement in gearin com rising, in combination with a plura ity o intermeshing ears, off-set portions on one vof said gears a ording wearing surfaces,a pair of adjustable clamping plates carried by and rotatable with an adjacent gear and embracing and frictionally engaging said oi-set portions, a member connected to one of said clamping plates and having a screw-threaded end projecting through and beyond ,the other, a nut engaging said screw-threaded portion, and a'spring member interposed between said nut and the adjacent :clamping plate whereby the clamping plates may be forced and yieldably held in contact with said of-set portions of an adjacent gear.

In testimony whereof, I have hereunto set my hand in presence oftwo subscribing witnesses.

CHARLES R. SCHIIQJLING.

Witnesses BRUCE S. ELLIofrT, STELLA 

